Internal-combustion engine



Sept. 3, 1929. H. F. BRYAN ET AL 1,727,197

INTERNAL COMBUSTION ENGINE Filed Nov. 25, 1925 2 Sheets-Sheet 1 Fig- 1[NVEN TOR M RYFBRYAN Kai Ema]: Evsgm MTNESS wgw Sept; 3, 1929. H. F.BRYAN ET AL 7 INTERNAL COMBUSTION ENGINE Filed Nov. 25, 1925 2Sheets-Sheet 2 -5RYAN zfiY FkANa/s Evsmu Patented Sept. 3, 1929.

UNITED STATES PATENT OFFICE.

HARRY F. BRYAN, OF CHICAGO, ILLINOIS, AND ROY FRANCIS ENSIGN, OFPASADENA, CALIFORNIA, ASSIGNORS TO ENSIGN CARBURETOR COMPANY, OF LOSANGELES, CALIFORNIA, A CORPORATION OF CALIFORNIA.

INTERNAL-COMBUSTION ENGINE.

Application filed November 25, 1925. Serial No. 71,491.

This discovery and invention includes novel means for supplying liquidsto the combustion chambers of internal combustion engines.

It is well recognized that internal combustion engines when working atfull load or large fractions of full load, will not sustain maximumpower continuously because the high temperature of the piston head iscom municated to the top piston ring. destroying its lubrication, whichreacts to raise the temperature of the piston still higher with aconsequent loss of power through detonation and excessive friction.

This invention is applicable for supplying to the cyilnders of internalcombustion engines, water for the purpose of preventing detonation onthe firing stroke and pre-ignition on the compression stroke of thepiston, and oil for lubricating between the cylinder walls and the topring of the piston.

Heretofore it has been considered impracticable to properly regulate theintroduction of liquids, as such, into the engine cylinder by way oftheengine manifold, because such liquids are needed when, and only when,there is a considerable load upon the engine, and corresponding lowmanifold depression; whereas the depressions that are strongest and bestadapted to draw such liquids into the manlfold or the engine cylinders,occur while the engine is operating under light load, which is the verytime such liquids are not needed.

We have discovered that b applying the suction due to the velocity 0 theair in the intake of the manifold before it reaches the throttle to liftthe liquid from below the surface of a body of liquidhaving a constantlevel subject to air pressure, and applying through a restrictedpassage, to such lifted liquid, the depression of the manifold, that theliquid will be carried by the manifold suction through the manifoldinquantities proportional to the quantity of air flowing through the airintake. The pressure on the surface of the liquid may be atmospheric orit may be the pressure of the air intake; or it may be further regulatedby a restricted orifice supplying air to' said restricted passageconnected with the manifold. Such regulation may be used to determine atwhat fraction of full load the liquid begins to be applied to the enginemanifold.

In thisimprovement, use is made of the volume of the infiowing air as ameans to proportion and determine the time, and the period, of theapplication of either of the liquids to the engine cylinders.

An object of this invention is to provide means for conducting saidmethod, and whereby the liquid will be automatically and invariablyintroduced at the time it is needed.

A principle of this invention is that the volume of the inflowinairdetermines the period wherein the liquids will be carried to thecylinder and the volume of such liquid delivered to the engine manifoldat the various loads, respectively, on the engine. The principleinvolved for all of these uses is the same in each instance; but inorder to carry out the invention effectively, slight changes ofmechanical construction are required for the application of theinvention to liquids of different characters.

An object of the invention is to make provision whereby the delivery ofthe required liquid to'the engine cylinder will be in such volume as theoperation of the engine may call for irrespective of the resistance toair supply by intervention of a stove or air cleaner.

In carrying out this invention we do not limit ourselves to anyparticular means fol; carburetin g theinfiowing air, but a carbureter ofconventional form will be shown for the air intake of or to the enginemanifold.

Other objects, advantages and features of invention may appear from theaccompanying drawings, the subjoined detailed description and theappended claims.

The accompanying drawings illustrate the invention.

Figure 1 is a fragmental elevation partly in section of an apparatusconstructed in accordance with this invention and comprising anattachment applied to an engine for the introduction of water to anengine cylinder through the engine manifold. The engine carbureter bodyis shown in elevation and the attachment and the carbureter air intakeare shown in section.

Fig. 2 is .a fragmental vertical section of a water supplying attachmentconstructed in accordance with this invention, with direct atmosphericpressure on the surface of the liquid in the water bowl.

Fig. 3 is a view analogous to Fig. 1 showing the attachment asconstructed and arranged for introducing oil to the valve chamber.

Fig. 4; is a diagrammatic fragmental detail in vertical section on line:12, Fig. 3, showing extension of the liquid introducing tube into thevalve chamber.

an engine, to the valve chambers 2 of which the usual manifold 3 isapplied inthe usual way, 4 is a carbureter between the air intake 5,

and the throttle 6. A hot spot 7, is shown with inlet 8 and outlet 9 forexhaust gases to heat the combustible mixture supplied by thecarbureter. 10 indicates a constant level liquid chamber provided with arestricted air vent 11 which is shown in Figs. 1 and 3 as a Pitot tubeopen at the air intake to the manifold 3, so that the air pressure inthe chambers and 10 above the liquid level surface 13 in said chambersrespectively will be coordinate with the air intake pressure.

In Figs. 2 and 5 the air in the constant level chambers 10 and 10 isopen to the atmosphere directly through vents 11 instead of through aPitot tube 11.

This form of construction may be used where there is no likelihood ofdust entering the vent 11.

14 is a riser connected to the chamber 10 below the liquid level13therein through the liquid assage 15 and orifice 16 which is adjustedv a needle valve 17 that can be set to adjust the amount of the liquiddelivered to the riser.

The riser is connected at its upper end to the air intake 5.

Liquid delivery means are connected to the riser 1 1 between the liquidlevel surface 13 and the manifold 3; and said means comprises arestricted orifice 18 and a tube 19 which opens to the manifold betweenits mixture inlet 20 and the valve chamber 2, and is merely an extensionof the bore 21 to which the tube is connected by a union 22. i

The liquid delivery tube is shown having branches 23 that open into themanifoldbeyond the hot spot 7 so as not, to be vaporized by the heat,and to be delivered to the valve chamber and thence past the valve tothe engine cylinder 24, as a liquid.

A bleed 25 between the air space12 in the constant level liquid chamberand the bore 21, is provided to reduce the pressure on the liquid in thechamber to determine the load at which the delivery of the liquid willbegin.

In Fig. 1, a water supply connection 26 is shown to deliver water underpressure through a valve 27 operated by a lever 28 and float 29 adaptedto shut off the supply at the constant level.

The riser is shown located between the manifold air inlet 5 and thechoke 30; and

the air intake is shown connected to an air' cleaner 31.

In the form shown in Fig. 3 the parts above described which are commonto the two forms are indicated by the same numerals as in Fig. 1. Theair cleaner is omitted, and the end of the manifold air intake 5 of theattachment is shown provided with a slit 32, and has cars 33 to be drawntogether by a bolt 34 to clamp the attachment to the manifold air intake5.

The constant level chamber 10 has a dam .35, the height. of whichdetermines the level 13 of the oil 36, which is supplied by a pump 37through a system comprising the feed pipe 38 that enters the chamber 10'below the liquid level, and the drain pipe 40 that has its outlet 40'submerged in the crank case oil 400 and, that returns the overflow fromthe dam to the crank case 41 from which the pump draws it to return itto the constant level chamber.

The supply of oil is continuous through the oiling system feed pipe 42.

In Fig. 4 the oil delivery terminal 43 of the communicating meansbetween the riser and manifold is shown opening just above the valve inthe valve chamber 2, so that the oil can enter the combustion chamber ofthe engine whenever the load conditions demand and without contact. withthe manifold.

In an operating engine, the depression in the manifold above thecarbureter will always be greater than in the air intake.

Assume that an engine to which this invention may be applied is inoperation, and the throttle is closed to an idle, no load, position; theliquid delivery means 19 will then apply a maximum depression to theorifice 18, but the upper end of the riser '14, is sufliciently largenormally to supply air from the air intake 5It0 the orifice 18 withoutproducing sufiicient depression in the lower end of the riser 14,.tolift the liquid, through the passage. lfi'and the orifice 16 high enoughin the riser 14 to reach the orifice 18, and therefore, no liquid willpass by way of the tube 19 t0 the engine manifold.

Upon opening the throttle and applying load-on the engine, thedepression above the throttle will decrease and air flow will increasethrough the air intake 5 and 5, for each increase of load; and theliquid will rise into and will stand higher and higher in the riser14,111itil at some predetermined load it will reach the orifice 18, whenthe greater depression in the engine manifold will draw liquid throughthe orifice 18 with some air from the riser 14, so that the liquid israpidly propelled with some air into the engine manifold or the valvechamber. The depression at 5 will always be such that it ,will increasethe flow of liquid in proportion to the amount of air flowing, so thatat the wide open throttle full load, a requisite amount of liquid willbe delivered to the engine manifold. This amount.

of liquid may be adjusted by means of the needle valve 17. It isunderstood that at all times the depression in the riser 14 is mainly aresult of the flow past the upper end of the riser 14 and is slightlyincreased by the suction'developed at 18, from the delivery pipe 19.

, The orifice 44 that delivers oil from the pump into the constant leveloil chamber 10 is restricted so that the pressure from the pump will notcause disturbance in the constant level chamber and deliver too much oilthereto.

To adjust the device to different engines and to begin delivery ofliquid at the proper load, a proper size of bleed 25 is required. Withclosed throttle, considerable depression is imposed on the surface ofthe liquid by bleed 25, thus preventing liquid from passing into theriser through the orifice 16. As the throttle is opened, this depressionbecomes less and less, and the point at which it becomes low enough toallow liquid to pass through the orifice 16 and up the riser to theorifice 18 is determined by the size of the bleed 25.

In Figure 1, the branches 23 of the fuel delivery tube 19 are showndelivering water just beyond the hot spot.

If it were placed underneath the hot spot the water would be largelyvaporized or converted into steam before reaching the combustion chamberand the desired results would not be secured. Placed in the positionshown it is not vaporized or broken up and reaches the cylinders in acondition to absorb sufficient heat to prevent detonation.

It may be further desirable to place this delivery pipe shown in Fig. 1at any point on the manifold from that shown in Fig. 1 to that shown inFig. 4.

In Figs. 3, 4 and 5 there is shown an application of this invention forthe purpose of lubricating the engine cylinders with oil. In this casethe delivery tube 19 is carried in well over the engine valve so as todeliver the oil as little vaporized or heated as possible into theengine cylinder.

Tests with this invention have shown first that engines using a heavyfuel such as kero sene, will use much less total water for cooling whenthe water for use in the invention is taken from the radiator or .waterjacket of the engine to the connection 26, than if the engine is run onthe same load without this device; and when using the device shown inFigs. 2 and 3 using oil to lubricate the cylinder, the en ine radiatorwill use still less water and evelop'more continuous power and at athinner mixture or higher economy than when operated simply with aradiator or with the injection water shown in Fig. 1.

This invention may be put to a still further control of load condltionsin extremely warm weather. Hot spots or the amount of heat necessaryfrom whatever source to vaporize fuel in the manifold in cold weathermay be suflicient to seriously decrease the power output of an engine inhot weather; hence it is desirable to be able to counteract this bycooling the hot spot.

' With riser 14 and the air vent 11 of proper relative size, the bleed25 may be reduced so that part of the water will flow by way of theorifice 18 and part up through the riser 14 to the air intake 5 and onthrough the manifold thus cooling the hot spot.

In case of stoppage of the orifice 18 and bleed 25 the apparatus willstill function because liquid from the constantlevel liquid chamber willbe supplied through the riser to the air intake, the Pitot tubesupplying the necessary pressure to the surface of the liquid in theconstant level liquid chamber.

' We claim 1. The combination with an internal combustion enginemanifold, and an air intake leading to said manifold; of a constantlevel liquid chamber; a riser connected to the chamber below the liquidlevel,and to the air intake; and liquid delivery means connected to theriser between the liquid level and the air intake and communicating withthe manifold.

2. The combination with an internal combustion engine manifold and anair intake leading to said manifold, of a constant level liquid chamberprovided with a restricted air vent; a riser connected to the chamberbelow the liquid level and to the air intake; and liquid delivery meansconnected to the riser between the liquid level and the air intake andcommunicating with the manifold, said means being provided with a bleedcommunicating with the constant level chamber above the liquid level.

3. The combination with an internal combustion engine manifold having anair intake leading to said manifold and a throttle between the intakeand the manifold; of a constant level liquid chamber; a riser connectedto the chamber below the liquid level, and to the air intake; and liquiddelivery means connected to the riser between the liquid level and theair intake and communicating with the manifold.

4. The combination with an internal comleading to said manifold; of aconstant level liquid chamber provided with a restricted air vent; saidconstant level chamber provided with a connection to the oil lubricatingsystem, of the internal combustion engine; a riser connected to thechamber below the liquid level and to the air intake; and oil deliverymeans connected to the riser between the oil level and the air intakeand communicating with the inner end of the manifold.

6. The means set forth for supplying liquid to the cylinders of internalcombustion engines at a point beyond the engine throttle, whichcomprises a constant level liquid chamber; a riser tube connected withsaid chamber through an adjustable orifice and communicating with theair intake passage of the engine carhureter; a Pitot tube open to airintake and communicating with the constant level chamber above theliquid therein; and a liquid supply tube connected to the riser and tothe engine manifold above the throttle and adapted to deliver liquidfrom the riser to the engine cylinder. 7

7. The means set forth for supplying liquid to the cylinders of internalcombustion engines at a point beyond the engine throttle, whichcomprises a constant level liquid chamher; a riser tube connected withsaid chamber thrbugh an adjustable orifice and communicating with theair intake passage of the engine carburetor; a Pitot tube open to airintake andcommunicating with the constant level chamber above, theliquid therein; a liquid supply tube connected to the riser and to theengine manifold above the throttle and adapted to deliver liquid fromthe riser,"

to the engine cylinder; and a calibrated bleed supplying air to saidliquid supply tube from above the level of the liquid in the constantlevel chamber.

8. In an internal combustion engine having a manifold, an air intakepipe, a carbureter and a throttle for the intake pipe; of

means for supplying to the intake pipe be yond the throttle, anondetonating liquid; said means comprising aconstant levelliquidchamber provided with an orifice leading from near the bottom of thechamber; a riser tube in suction communication with the air intake ofthe carbureter; a Pitot tube projecting into the air intakecommunicating withsaid chamber above the liquid level; a li uid supplytube leading from said riser tdbe to the intake manifold beyond thethrottle, and a calibrated bleed supplyingair from portioning a liquidsupply to said manifoldv above said throttle; said means comprising aconstant level liquid chamber; ariser tube opening from the bottom ofsaid chamber and in suction'communication with said air intake; therebeing an orifice in communication with the bottom ofthe riser and theconstant level chamber; a Pitot tube extending into said air intake andcommunicating with the upper portion of said chamber; and a liquidsupply tube communicating with said riser and with said intake manifold,and provided with a calibrated air bleed communicating with the upperportion of said float chamber.

10. The means set forth for supplying liquid to the cylinder of aninternal combus tion engine, which comprises a constant level liquidchamber, a riser tube connected with said chamber below the liquid levelin such chamber and communicating with the air intake passage of theengine carbureter, a passage open to the air intake and communicatingwith the constant level chamber above the liquid therein, and a.restricted passage connecting the engine manifold above the throttlewith the constant level liquid chamber above the liquid. I

11. The combination with an internal combustion engine manifold and anair intake leading to said manifold, of a constant level liquid chamberprovided with a restricted air vent open to the air intake; a riserconnected to the chamber below the liquid level and to the air intake;and liquid delivery means con- I nected to the'riser between the liquidlevel and the air intake and communicating with the manifold; saidmeansbeing provided with a bleed communicating with the constant levelchamber above the liquid level.

In testimony whereof, we have hereunto set our hands- Said HARRY F.BRYAN at Chicago, Illinois, this 23 day of November 1925,

HARRY F BRYAN. Said RoY FRANCIS ENsIeN at Los Angeles, California, this29th day of October 1925,

ROY FRANCIS ENSIGN.

